EP3781450A1 - Procédé et système de régulation de distance d'un véhicule propre - Google Patents

Procédé et système de régulation de distance d'un véhicule propre

Info

Publication number
EP3781450A1
EP3781450A1 EP19715843.9A EP19715843A EP3781450A1 EP 3781450 A1 EP3781450 A1 EP 3781450A1 EP 19715843 A EP19715843 A EP 19715843A EP 3781450 A1 EP3781450 A1 EP 3781450A1
Authority
EP
European Patent Office
Prior art keywords
acc
distance
vehicle
mode
driver
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP19715843.9A
Other languages
German (de)
English (en)
Other versions
EP3781450B1 (fr
Inventor
Thomas Dieckmann
Ralph-Carsten Lülfing
Oliver WULF
Stephan KALLENBACH
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF CV Systems Europe BV
Original Assignee
Wabco GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wabco GmbH filed Critical Wabco GmbH
Publication of EP3781450A1 publication Critical patent/EP3781450A1/fr
Application granted granted Critical
Publication of EP3781450B1 publication Critical patent/EP3781450B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/66—Radar-tracking systems; Analogous systems
    • G01S13/70—Radar-tracking systems; Analogous systems for range tracking only
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/41—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00 using analysis of echo signal for target characterisation; Target signature; Target cross-section
    • G01S7/415—Identification of targets based on measurements of movement associated with the target
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/22—Platooning, i.e. convoy of communicating vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • B60K2031/0016—Identification of obstacles; Selection of a target vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • B60K2031/0025—Detecting position of target vehicle, e.g. vehicle driving ahead from host vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • B60K2031/0041—Detecting lateral speed of target vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo or light sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • B60W2420/408—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/803—Relative lateral speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative longitudinal speed
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/86—Combinations of radar systems with non-radar systems, e.g. sonar, direction finder
    • G01S13/867—Combination of radar systems with cameras
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9321—Velocity regulation, e.g. cruise control
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9327—Sensor installation details
    • G01S2013/93271—Sensor installation details in the front of the vehicles

Definitions

  • the invention relates to a method for adjusting the distance of an own vehicle and a distance control system.
  • Autonomous Adaptive Cruise Control (ACC) systems serve as comfort systems and generally have an environmental sensing system, such as, for example: As a radar device to control by autonomous braking and engine interventions a distance to the front vehicle constant. As comfort systems, the maximum deceleration and deceleration ramps, i. the temporal change of the delay, limited. However, to allow a slipstream ride a rear vehicle, the case NEN distances are too large.
  • AEBS Advanced Emperorgency Brake Systems
  • An AEBS cascade is provided for an AEBS according to which, before the emergency braking, for example at least 1, 4 sec before, a first warning is issued. will give, z. B. optically, acoustically or haptically. This gives the driver the opportunity to respond to this; so the driver z. B. initiate an evasive action depending on the traffic situation and change the lane, or even initiate braking.
  • partial braking can be initiated.
  • a second warning is issued and then the full braking, ie initiated with full brake pressure, as emergency braking.
  • the invention is therefore an object of the invention to provide a method for distance control and such a distance control system for an own vehicle that allow high security and the possibility of economical driving with low fuel consumption.
  • the inventive method can be carried out in particular with a fiction, contemporary distance control system;
  • the distance control system according to the invention can in particular use a method according to the invention.
  • a distance control system of the vehicle with his NEM environment detection system in particular a radar device, upon detection of a front object automatically checks whether the conditions are met to initiate a distance control method with reduced distance.
  • a distance control method with reduced distance or ACC-P takes place in this case without data connection to a front vehicle, i. H. It does not represent a platooning system. Accordingly, advantageously only a first safety distance is set, which is significantly higher than the safety distances possible with platooning systems.
  • the reduced-pitch distance control system thus provides an ACC-Platooning mode or ACC-P mode or ACC-P as a pitch control system with reduced safety distance without data connection with the front vehicle is.
  • Suitable criteria or selection criteria are in particular:
  • the surroundings detection system in particular the radar device of the vehicle, detects a moving object in front of the own vehicle.
  • this results in significant advantages, since the radar system boundaries meet in particular stationary objects be and do not occur in moving objects in general erroneous captures.
  • the fore vehicle is tracked for at least a minimum time or minimum tracking time, e.g. Eg with an object lifetime> 30 s.
  • a minimum time or minimum tracking time e.g. Eg with an object lifetime> 30 s.
  • the relative speed or differential speed between the front vehicle and the own vehicle is sufficiently low or close to 0 m / s, which in turn ensures a convoy-like ride.
  • the distance between the front of the vehicle and the own vehicle is sufficiently constant, i. e.g. a change in the distance is below a distance limit, which in turn ensures a convoy-like ride.
  • the front vehicle can be classified, in which case a suitable object class can be provided as a criterion, for example the object class truck / truck so as not to follow a vehicle that has a higher Probability chooses an inappropriate driving style.
  • the front vehicle can be detected with respect to its width and / or height.
  • the width or height is constant.
  • the vehicle width and / or vehicle height may be in a suitable range, for. B. a vehicle width of 2.5 m. This also ensures that the windshade generated by the front vehicle is suitable for the own vehicle, since when following one of their object, z. B. a car, no relevant fuel economy to wait he is, but rather turn a restless or not appro priate driving the front vehicle is possible, which can raise only safety problems me.
  • the ACC is already switched on in the own vehicle.
  • the surroundings detection system also checks, even if the ACC has not yet been switched on, whether an ACC-P is possible.
  • the driver is preferably first the driver an indication, eg. B. optically, but also z. B. acoustic or haptic. This will ask the driver if he wants to select the ACC-P mode.
  • the driver in response to this indication signal or request signal, sends a confirmation signal, e.g. For example, by pressing a button in the dashboard, to the ACC controller, this will subsequently start the ACC-P mode.
  • the ACC-P is also different from an AEBS.
  • the envisaged AEBS cascade of warning partial braking Full braking shortened and can only warning full braking or even a braking, for example, as partial braking or emergency braking union made union, since the entire autonomous braking is already initiated by a verrin siege distance and thus not unnecessarily lost time by the driver warning and reaction of the driver which is problematic at the reduced rule distance.
  • a supplementary driving warning is provided at least when initiating an emergency braking or emergency braking.
  • the ACC may be provided in the ACC to provide a first nominal distance or Si safety distance and a subsequent, lower safety distance, the ACC "dips" in the first target distance until the second target distance or second safety distance is reached, which then represents an absolute limit.
  • no derar term subdivision is provided in the ACC-P mode, since the reduced target distance is already suffi ciently close to the second safety distance.
  • the above-mentioned AEBS cascade can be reduced to a direct braking, z. B. on a direct emergency braking, but advantageously a driver warning is additionally provided to inform the driver about the initiated emergency braking.
  • the cruise control function ie a cruise control mode CC
  • a cruise control mode CC is preferably already set in the ACC mode ACC.
  • the ACC mode additionally set to the CC mode thus only limits the engine torque, but does not increase it.
  • the ACC-P mode unlike the ACC mode - also actively request a higher engine torque than the CC_Modus.
  • separate control devices can be provided for this purpose: the CC control device gives motor request signals to the Engine control unit, and the ACC controller limited in ACC mode, only the engine torque, however, they can also request higher engine torque in ACC-P mode.
  • the advantage of an additional CC control device in addition to the ACC control device is that the se can be installed modularly in the vehicle. This achieves high flexibility.
  • the ACC controller has the ability in the ACC-P mode to request higher power from the engine controller via a motor request signal.
  • the ACC control device sends a motor request signal to the CC control device, which then optionally sends a motor request signal to the Motorêtge advises.
  • the ACC controller in the ACC-P mode gives an indication signal to the driver that this to increase the setting speed or target speed of the CC; Thus, the increase of the engine torque is done by a release of the driver.
  • the maximum delay relative to the ACC is significantly increased, e.g. B. from 2.5 m / s 2 to 7.5 m / s 2 .
  • sharper control of the ACC-P compared to the ACC are provided, for. B. steeper braking ramps, ie time Liche changes in the desired delays, so a braking ramp of 2.5 m / s 3 on z. B. be increased twice or more, so that the applied acceleration is increased faster - based on the absolute value or absolute value.
  • an emergency braking is automatically achieved faster, comparable bar with the sudden pedaling of the brake pedal to a full Notbrem.
  • a higher delay may be requested than that of the front vehicle to thereby maintain or increase the distance.
  • So z. B. also be provided that upon detection of a delay of the front vehicle deliberately a greater delay of the driver's vehicle is set. This is based on the consideration that by the measuring principle of the environmental collection system such. B. a radar device must first delay the front vehicle first so that the environmental detection system of the follower vehicle measures this delay and reacts to it. In a braking operation or deceleration process of the vehicle in the foreground, the vehicle would thus initially react with a time delay, so that even with identical deceleration of both vehicles a continuous reduction in distance can occur. By selectively requesting a higher target deceleration upon detection of a deceleration operation of the preceding vehicle, such a continuous distance reduction can be prevented.
  • the ACC control device in ACC-P mode basically - as in the conventional ACC mode or as an AEBS, by request signals or control signals at the engine control unit and the brake control device request setpoints, eg. B. a desired deceleration or a desired acceleration torque.
  • a conventional ACC generally attempts to use the vehicle's retarders or retarders to minimize wear on the service brakes (deceleration).
  • this control strategy is advantageously changed in the ACC-P mode.
  • the ACC-P mode is terminated immediately if one of the criteria is no longer met. Also, it is immediately terminated when a Einschervorgang a vehicle is detected by an adjacent lane. If the retracted driving object is then detected by the surroundings detection system, the aforementioned criteria must first be met again so that the ACC-P mode is proposed to the driver.
  • Fig. 1 is a side view of a column of two vehicles with
  • Figure 2 shows the corresponding representation with einscherendem vehicle.
  • FIG. 3 is a block diagram of a control system according to the invention.
  • FIG. 7 shows a comparison with FIG. 3 modified training with additional
  • An own vehicle 1 travels on a roadway (road) 2, according to the plan view of FIG. 2 on its own lane 2a.
  • a front vehicle 3 which with the own vehicle 1 in no data connection or no data connection under autonomous transmission of driving dynamics mik stylist and / or control signals for vehicle interventions, in particular braking operations.
  • the own vehicle 1 has as the first environment detection system a radar device 4, with a distance d to a front object 3 can be detected.
  • the own vehicle 1 may have even more environment capturing systems, for. B. a camera 5, which is not required in principle.
  • the own vehicle 1 further comprises a distance control system 8, which has the first environment detection system 4 and an ACC control device 10, wherein the ACC control device 10 of the state control system Ab 8 receives first measurement signals S1 and Motoranforde tion signals S2 to a motor control device 12 for controlling a vehicle engine , as well as braking request signals S3 to a brake control device 14 for controlling on the one hand service brakes (Rei bungsbremsen) 15 and further a retarder (wear-free brake, retarder) 16 outputs.
  • Rei bungsbremsen Rei bungsbremsen
  • retarder wear-free brake, retarder
  • the ACC controller 10 may set various modes.
  • the distance control device 8 additionally have a Platooning mode in which it with other vehicles, eg. B. the front vehicle 3, exchanges signals. In the method described below, however, there is no data transmission with the front-end 3 to set a small distance d by such a platooning system.
  • the distance control device 8 may have an AEBS as an autonomous emergency braking method, so that when an emergency braking situation is detected, the AEBS cascade of driver warning, partial braking and emergency braking is automatically initiated.
  • the AEBS can also be initiated automatically in an ACC mode.
  • Behind the front vehicle 3 creates a slipstream or drag zone 18, in which a vortex formation and a slight oppression is basically ent.
  • the own vehicle 1 experiences in normal driving mode MO and also in the ACC ACC mode either the normal wind 21 or addi tional turbulence, but does not enter the drag zone 18, thereby achieving a slipstream with reduced fuel consumption.
  • the ACC controller 10 is further configured to transition from the normal ACC to an automatic distance rule platooning mode ACC-P.
  • the ACC controller 10 may set a normal travel mode MO, an ACC mode ACC, and the automatic distance rule platooning mode, abbreviated ACC-P mode, ACC-P.
  • the ACC controller 10 sets the ACC-P when it recognizes, according to the flowchart of FIG. 4, that the criteria (decision criteria) K1 to at least K5 are satisfied.
  • the criteria (decision criteria) K1 to at least K5 are satisfied.
  • a following driving situation FS to the front vehicle 3 is to be recognized in particular, which grants a sufficient safety.
  • measurement signals S1 are thus recorded via the first surroundings detection system in step St1.
  • step St2 the following criteria are evaluated:
  • the radar system boundaries which are problematic in stationary objects, for. B. the erroneous Erken NEN of non-relevant objects such as bridges and z. As well as dirt, paper or road edges can be excluded as distance objects.
  • the knowledge is taken into account that the detection of moving objects by a radar device 4 is very safe.
  • Second criterion K2 Furthermore, the front vehicle 3 is continuously registered over at least a minimum follow-up period t_min,
  • third criterion K3 always the same object is detected as the front vehicle 3, i. H. no changing objects.
  • the ACC control device 10 recognizes that the own vehicle 1 is traveling with an approximately constant spatial distance d or temporal distance dt to the front vehicle 3. Here is as approaching constant z.
  • the front vehicle 3 may be classified into a classification of vehicle types which, during the minimum Subsequent period (i) does not change.
  • a classification is recognized in a to be hit vehicle class, especially as a truck or truck.
  • Other types of vehicles such as cars, tractors, etc. are here for safety reasons not be used.
  • Seventh criterion K 7 an object width b3 of the front vehicle 3 is within a permissible range
  • the twelfth criterion K12 can be provided:
  • the ACC is already active before an ACC-P is offered.
  • the ACC-P is only offered out of the safe ACC, in which thus already an ACC target distance d_ACC is autonomously adjusted.
  • d_tres e.g. be checked whether a change in time dd of the spatial distance d and / or a temporal change ddt the time distance dt is below a distance limit value d_tres.
  • the ACC control device 10 offers the ACC-P mode ACC-P according to branch y in step St3, by sending a request signal or indication signal S4 to a display device 22, for example in Dashboard area of the driver, spends. If the driver in step St4 according to branch y this display by a confirmation signal S5, z. B. pressing a corresponding actuator 23 and a control panel confirmed, the ACC control device 10 is the ACC-P mode ACC-P at receiving the confirmation signal S5 according to step St5 and for this purpose according to request signals S2, S3 to the motor Control 12 and the brake controller 14 off.
  • the ACC controller 10 autonomously controls the ACC target distance d_ACC by outputting engine request signals S2 and brake request signals S3.
  • the ACC-P allows more abrupt braking.
  • a maximum ACC delay is increased from the ACC value 2.5 m / s 2 to , for example, 2.5 m / s 2 .
  • B. 7.5 m / s 2 ie significantly abrupt braking are permitted.
  • a sharpness control is done to the effect that the ACC brake ramps in the ACC-P mode ACC-P are steeper or faster turned on, ie as higher temporal changes of the delay, in m / s. 3
  • the brake controller 14 is driven to change the priorities of conventional ACC mode braking:
  • the retarder or retarder 16 is given priority over the service brakes 15 to keep the brake wear low.
  • ACC-P mode ACC-P, however, eliminates this priority, so here given due to higher safety and faster effectiveness before given the service brakes 15 are controlled.
  • ACC-P can reduce the engine limit be so that within the set ACC-P target speed, the vehicle with the same speed as the Vorderfahr convincing 3 moves.
  • the ACC-P mode ACC-P is in this case terminated by the ACC control device 10 advantageously when at least the basic criteria K1 to K5, or even all the criteria initially used are no longer met.
  • the ACC-P mode ACC-P is immediately terminated by a further lane 2b between the front vehicle 3 and the own vehicle 1. Subsequently, the egg gengen 1 then follows the intervening sheared third object 7 and can turn on only after fulfilling the criteria K1 to K5 then the ACC-P mode ACC-P again.
  • Fig. 5 shows a braking operation in the ACC mode and the ACC-P mode depending Weil as a time diagram of the velocity v and the acceleration a, which is here down or in the negative area is applied, since Ver delays, i. negative accelerations exist. Accordingly, Fig. 6 shows such a comparison between the AEBS mode and the ACC-P mode.
  • the front vehicle 3 delays strongly at the time t0 or makes emergency braking.
  • the radar device 4 detects this, but recently in the ACC mode is not immediately executed a strong delay, but the ACC controller 10 initially limits the engine torque MM at a first time t1, then requests the brake controller 14 at a second time t2 first retarder 16 and - if available later at a third time t3 a second retarder, and only in the fourth step at a fourth time t4 the service brakes 15.
  • the ACC-P or the ACC-P mode can in particular immediately in He recognition of a delay of the front vehicle 3, first in a tarder-brake phase bb1 a maximum (ie full) braking torque M16_max of the retarder 16 or the multiple retarders / retarders demand, even without ramp, ie suddenly with an acceleration value a_bb1.
  • the ACC-P may suddenly demand maximum (i.e., full) delay a_bb2 from the service brake 15 if the situation is identified as being extremely critical.
  • the ACC-P can also immediately demand full deceleration a_bb2 from the service brakes 15, see the following comparison of FIG. 6
  • the radar device 4 again detects at a (start) time t 0 that the front vehicle 3 is decelerating strongly or making emergency braking.
  • the ACC controller 10 does not immediately emergency brake in AEBS mode.
  • certain criticality criteria KK must be fulfilled, i. it must be critical enough, then comes at the first time t1 only the first warning, then at the second time t2 the 2nd warning, which is accompanied by a partial braking a_part and then the Vollbrem solution a_max.
  • the ACC controller 10 may immediately, i. from the (starting) time tO, as soon as a strong deceleration a3> a3_tres of the front vehicle 3 is detected, perform an emergency braking or full braking with a_max according to the dot-dash line.
  • Fig. 7 shows a comparison with FIG. 3 modified embodiment in which in the own vehicle 1, a CC control device 13 is installed, which performs a cruise control function and is activated before the setting of an ACC mode respectively.
  • the CC control device 13 thus provides motor requirements. tion signals S2a and brake request signals S3a to the Steuereinrich lines 12, 14 off.
  • the ACC controller 10 and the CC controller 13 are often supplied by different manufacturers. In ACC mode, there is no communication from the ACC controller 10 to the CC controller 13.
  • ACC controller 10 If the ACC controller 10 recognizes that the current maximum engine torque is insufficient to allow the self-propelled vehicle 1 to unlock the front vehicle 3 in the ACC-P mode, various embodiments may be provided to request a higher maximum engine torque :
  • the ACC controller 10 directly at the engine controller 12 may have a higher power, i.e., an engine request signal S3. a higher maximum engine torque, to demand.
  • the ACC control device 10 in the ACC-P mode may output to the CC control device 13 engine torque request signals S6, so that the CC control device 13 requests a higher engine torque via a motor request signal S2a, so that the own vehicle 1 becomes the Front vehicle 3 can unlock.
  • the ACC controller 10 upon detecting that the limitation of the engine torque is insufficient to close the front of the vehicle 3 in the ACC-P mode, the ACC controller 10 outputs an indication signal S4 to the vehicle Driver that he should increase the setting speed or target speed of the CC; Thus, the increase of the engine torque by a release of the driver to the CC control device 13, which outputs a motor request signal S2a for a higher maximum engine torque.

Abstract

L'invention concerne un système de régulation de distance et un procédé de régulation de distance d'un véhicule propre par rapport à un véhicule qui précède. Le véhicule propre comporte un système de régulation de distance servant à régler un mode de régulation de distance automatique, qui permet de détecter un objet à l'avant devant le véhicule propre par un système de détection d'environnement du véhicule propre, l'objet à l'avant est identifié comme étant le véhicule qui précède, et une distance par rapport au véhicule qui précède est régulée sur une distance cible ACC. On constate la présence d'une situation de conduite suivie sûre quand au moins des critères suivants sont remplis : le véhicule qui précède est un objet en mouvement ; le véhicule qui précède est suivi sur une période de temps de suivi minimale ; le même véhicule qui précède est suivi lors de la période de temps minimale ; la distance par rapport au véhicule qui précède se situe à l'intérieur d'une plage de distance prédéfinie ; une vitesse relative se situe à l'intérieur d'une plage de tolérance de vitesse prédéfinie. Lorsque la situation de conduite suivie est constatée, un signal d'affichage est émis à l'attention du conducteur ; et lorsqu'un signal d'activation est saisi par le conducteur, un mode de platooning de régulation de distance automatique est réglé, lequel présente une distance cible plus petite que la distance cible ACC du mode de régulation de distance automatique.
EP19715843.9A 2018-04-18 2019-03-22 Procédé et système de régulation de distance d'un véhicule propre Active EP3781450B1 (fr)

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DE102018109235.0A DE102018109235A1 (de) 2018-04-18 2018-04-18 Verfahren und System zur Abstandsregelung eines Eigenfahrzeugs
PCT/EP2019/057299 WO2019201555A1 (fr) 2018-04-18 2019-03-22 Procédé et système de régulation de distance d'un véhicule propre

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EP3781450B1 EP3781450B1 (fr) 2022-05-11

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CN111902322B (zh) 2023-09-12
DE102018109235A1 (de) 2019-10-24
CN111902322A (zh) 2020-11-06
WO2019201555A1 (fr) 2019-10-24
EP3781450B1 (fr) 2022-05-11

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